Railway.



G. B. TAYLOR & C. B. VOYNOW.

` RAILWAY. APPLICATION FILED AUG. 22, 1910.

976,708'. Patented Nov. 22, 1910.

AND GEORGE B. TAYLOR, OF PHILADELPHIA,

PENNSYLVANIA.

CONSTANTINE B. VOYNOW 1 FQE.,

RAILWAY.

Original application filed December 6, 1907, Serial No. 405,445.

Serial ll'o. 578,425.

To all whom it may concern:

Be it known that we, CoNsrAN'rrNn B. VoYNow and GEORGE B. TAYLOR, citizens of the United States, residing at Philadelphia, county of Philadelphia, and State of Pennsylvania, have invented certain new and useful Improvements in Railways, of which the following is a specification, reference being had therein to the accompanying drawing.

Gui' invention relates to railways and has for its object the production of an improved system and methods of operation therefor.

tandard railway practice in practically all the countries of the world has now for many years prescribed the use of flanged wheels running upon inverted T rails. This type of rail has a flat or round head or tread portion, a relatively deep web which becomes deeper the weight of metal and the weight of rolling stock increases, and a broad foot. Considerable variation in tread section has arisen, and many special forms of rolls have been devised, by reason of the widely varying conditions met with in urban, interurban and long distance hauling; but the flanged wheel remains substantially the same under all conditions, its only variation being in the depth or thickness of the flange and the angle or width of the tread. For interurban and trunk lines where high speeds are necessary,

heavy construction and relatively deepA flanges are employed of necessity, and in such case the head of the rail has a plain section which has become familiar in all steam railway construction. Where interurban or other outside lines are connected directly with city lines, that is to say where high speed and relatively low speed lines are joined, it is necessary to employ the high or low speed rails throughout if the same wheels are to run over both portions of the system. In local traction lines the tread of the rails is usually on the outside, but a tram or lateral flange is rolled below the inside of the tread so as to form a slot to take the wheel flanges. Of course this slot may vary in depth to a. considerable extent without changing the character of the rail, but because of the necessity of keeping the slot clear of obstructions, it is usually made shallow, and of a very wide V-shape, the tram in fact sloping` down from the horizontal to an angle of perhaps 70 or 80 degrees with the inner face of the head or tread. If deep wheel flanges are Specification of Letters Patent.

Patented Nov. 22, 1910.

Divided and this application led August to be accommodated so that interurban cars can pass over city lines, this slot on the rail head must be deepened, with obviously at- A face throughout the entire system, including the straight rails which for heavy traffic are of T section, frogs, switches, crossings, etc.; and in order to accommodate dierent classes of traffic and different parts of the system, that is to say cars traveling at different speeds or the like, we protect the rails by means of lateral Ouiding flanges which for the low speed portions may be low and for the high speed or heavy traffic portions are made relatively high and heavy.

Our present invention is a division of our prior application filed December 6, 1907, Serial No. 405,445, in which we claim the system broadly.

Our invention is illustrated in the accompanying drawings in which- Figure l is a side view of a junction or meeting point between the rails of urban and interurban or long distance lines of the type shown in our parent case, showing the difference in rail flanges. Fig. 2 is a section taken on the line 2--2 of Fig. 1. Fig. 3 is a section taken on the line 3-3 of Fig. l. Fig. 4 is a section showing double flanged rails.

The rail R, which is shown in section in Figs. 2 and 3 has an extended vertical web r, a broad foot r', a head r2 having a flat tread r3 directly over the web, and an uprising flange rt or rw. The flange r4 is shown of a height adapted particularly to urban and other low speed lines. The flange r4@ is much higher, beingadapted particularly to interurban or long distance traflic where high speeds are maintained, and for curves, viaducts or other exposed places where guard rails have heretofore been employed. This `flange T40 may beu made as high as conditions require and we contemplate that itsrheight willV bear a 'definite V able .manner'to :thellow-V speedrails. A side view of such a connection is shown inFig.

l, theflange."40 on the high-speed rail Vhaving approximately twice-the height of the dangera4 on the low speed rail.V The treads, however,.it will beobserved, are continuous, so that the consta-nt and yunbroken level of therail-.surface is maintained-- Itwill be `noted that we Acarry the, rail flangeffon the-inside of the rail, so that the guiding pressure :is on the inner faces of the wheels. Divers reasonsexist for this construction, someof lwhich are very important. Oneend- .accomplished is the'crowning. up of the-streetor other way upon which the rail is laid up to orabove the'level of the--rail flangeaif Ldesired Another is the betterlocation of base :lines on curves and thef like. IV here the rail-resistance. is fall', on `the outsiderail, as -it is with the ordinary construction, it will be -found that there is atendency to turnr'ith thefoutside rail as an axis, so asto throw thel-load over outwardly.,l Thus evenif vthewheel-flanges hold, there must ber-criticalspeeds Vatgandbeyoncl which a train would be necessarily derailed,.while below these speeds great uncertainty exists because of theenormous strains brought upon ftheoutside wheelflanges-and the outside rail; f

According to our present invention, and

withthe flangeA onk theinsidev ofthe rail, we

have two courses open to usin constructing a curvep Should weconclude to-use our standard rail, which we might safely do withinA limits, -we-would gain considerable ovrgthe ordinary construction `because the resistance to the derailing tendency is eX- erted. on theoutside faces of the inside wheelsx-lThe'axis of any1 turning moment is therefore shifted at once from the outside rail to the inside rail, and practically the only thing that can produce deraillnent is the breakage of a wheel or rail.

On sharp curves or those intended for high vspeed traffic, we prefer to use grooved rails similar in section to those in Fig.. et.

Each rail in this case has double flanges, so

that the strain is divided between the innerv Yand outer rails, and the danger from any Patent is:

l. A railway: system comprising lines of rails with a continuous unbroken uniform fiatrolling .surface land lateral guiding flanges integral with their heads, said flanges varying in height at different points in the system according to the requirements of the traffic thereover.

2. A railway system comprising high speed and low speed sections, each section equipped with rails having a continuous un-` broken uniform flat rolling surface and. lateral flanges integral with their heads,

said rolling surfaces being connected at the same level and said flanges being at different heights approximately proportional to the speeds.

In testimony whereof I affix my signature in presence of two witnesses.

CONSTANTINE B. VOYNOVV. lVitnesses BENJ. Sro'rr, Ross H. LAwsoN. Intestimony whereof I affix' my signature in presence of two witnesses.

GEORGE B. TAYLOR. Witnesses HARRISON U. LATTA, J. V. TAYLOR. 

